US9856007B2 - Hybrid VTOL vehicle - Google Patents

Hybrid VTOL vehicle Download PDF

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Publication number
US9856007B2
US9856007B2 US14/898,708 US201414898708A US9856007B2 US 9856007 B2 US9856007 B2 US 9856007B2 US 201414898708 A US201414898708 A US 201414898708A US 9856007 B2 US9856007 B2 US 9856007B2
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vehicle
wings
envelope
fuselage
lift
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US14/898,708
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US20160137281A1 (en
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James C. Egan
Joel D. Egan
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Egan Airships Inc
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Egan Airships Inc
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Assigned to EGAN AIRSHIPS, INC. reassignment EGAN AIRSHIPS, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Plimp, Inc.
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/20—Rigid airships; Semi-rigid airships provided with wings or stabilising surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/14—Outer covering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/22—Arrangement of cabins or gondolas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/24—Arrangement of propulsion plant
    • B64B1/28—Arrangement of propulsion plant housed in nacelles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/24—Arrangement of propulsion plant
    • B64B1/30—Arrangement of propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/24—Arrangement of propulsion plant
    • B64B1/30—Arrangement of propellers
    • B64B1/34—Arrangement of propellers of lifting propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/38—Controlling position of centre of gravity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/58—Arrangements or construction of gas-bags; Filling arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/58—Arrangements or construction of gas-bags; Filling arrangements
    • B64B1/60—Gas-bags surrounded by separate containers of inert gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/70—Ballasting arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B64C39/024—Aircraft not otherwise provided for characterised by special use of the remote controlled vehicle type, i.e. RPV
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/20—Vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/30—Lighter-than-air aircraft, e.g. aerostatic aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/296—Rotors with variable spatial positions relative to the UAV body
    • B64U30/297—Tilting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B2201/00—Hybrid airships, i.e. airships where lift is generated aerodynamically and statically
    • B64C2201/022—
    • B64C2201/101—
    • B64C2201/104—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/10—Wings

Definitions

  • the present disclosure pertains to vehicles capable of flight and, more particularly, to manned and unmanned vehicles having combined methods of lift, including dynamic lift and displacement buoyancy.
  • Aircraft are vehicles that are capable of flight and include lighter-than-air aircraft, which can rise and remain suspended by using contained gas weighing less than the air that is displaced by the gas, as well as heavier-than-air aircraft, such as fixed and movable wing airplanes, which use dynamic lift created by movement of a wing through the air and rotary wing craft such as helicopters.
  • lighter-than-air aircraft which can rise and remain suspended by using contained gas weighing less than the air that is displaced by the gas
  • heavier-than-air aircraft such as fixed and movable wing airplanes, which use dynamic lift created by movement of a wing through the air and rotary wing craft such as helicopters.
  • Each type of aircraft has its own advantages and disadvantages.
  • U.S. Pat. No. 6,311,925 describes an airship and method for transporting cargo having a supporting structure in the airship envelope that has attached thereto the airfoils or wings, which extend outward from the airship.
  • This design attempts to avoid the structural limitations of having loaded wings exerting force directly on the airship envelope.
  • jet-assisted turboprop engines are used on the wings, this design makes inefficient use of both forms of lift taken together and in combination with the turboprop engine.
  • this design does not utilize the vertical takeoff or landing (VTOL) capabilities of fixed wing aircraft, in part because the envelope is designed to provide sufficient lift to overcome the weight of the aircraft; i.e., it has a positive hydrostatic buoyancy.
  • VTOL vertical takeoff or landing
  • the present disclosure is directed to a hybrid aircraft that utilizes both hydrostatic buoyancy (in this case aerostatic buoyancy) generated by a gas in combination with lift generated by airfoil wings moving through the air in response to thrust generation devices on each wing, for example, propellers, fans, jets, and the like.
  • hydrostatic buoyancy in this case aerostatic buoyancy
  • airfoil wings moving through the air in response to thrust generation devices on each wing, for example, propellers, fans, jets, and the like.
  • a vehicle in accordance with one aspect of the present disclosure, includes a first lift device capable of providing aerostatic buoyancy; a second lift device capable of providing dynamic lift through movement; and a system structured to generate thrust coupled to the second lift device, the second lift device and the thrust generation system capable of rotating together about an axis that is lateral to a longitudinal axis of the vehicle at angles at least in the range of 90 degrees to and including 180 degrees.
  • a vehicle is provided as described above in which the second lift device includes first and second wings on first and second sides of the vehicle, the first and second wings each having a respective thrust generation device coupled thereto.
  • each wing is capable of individually rotating about a rotational axis independently of the other wing.
  • a vehicle is provided as described above in which the first lift device includes an envelope structured to hold a gas that is capable of providing displacement buoyancy to the vehicle; and further comprising a compartment capable of attachment to the envelope, the compartment having the second lift device attached thereto.
  • a vehicle is provided as described above in which the compartment is structured as a fuselage and the second lift device includes first and second wings extending from the fuselage in a direction that is lateral to a longitudinal axis of the envelope.
  • a vehicle is provided as described above in which the first and second wings are each configured to rotate either together or independently or both together and independently about an axis that is lateral to the longitudinal axis of the envelope.
  • the wings can have a forward sweep so that when the wings rotate the engines to face upward, the engines are positioned higher above the ground.
  • each thrust generation device includes a propeller mounted to a respective wing and configured to move jointly with the wing when the wing rotates about the lateral axis.
  • a vehicle is provided as described above in which each wing is configured to rotate about a longitudinal axis of the wing, which is lateral to a longitudinal axis of the vehicle.
  • the wings together or independently rotate in a range of at least 90 degrees to and including 180 degrees about a longitudinal axis of the wing, which is lateral to a longitudinal axis of the envelope.
  • the wing can rotate beyond 180 degrees, to and including 270 degrees, and beyond 270 degrees.
  • a vehicle in accordance with a further aspect of the present disclosure, includes a third wing mounted to extend from the fuselage in the same direction as the first wing and a fourth wing mounted on the fuselage to extend in a direction that is the same as the direction of the second wing.
  • a vehicle in which the third and fourth wings are coplanar with the first and second wings, and the third and fourth wings each include a respective thrust generation device coupled thereto.
  • a vehicle in which the fuselage is capable of holding passengers.
  • the fuselage is configured to hold cargo and the vehicle is capable of being remotely controlled by a human controller or a remote automated control system, such as a system on the ground or in another vehicle in the air, in space, on land or on water.
  • FIG. 1 is an isometric view of first and second alternative embodiments of a hybrid VTOL vehicle formed in accordance with the present disclosure
  • FIGS. 2-4 are see-through side, top, and front views respectively of the vehicle of the first embodiment shown in FIGS. 2-7 with the nacelles in a forward facing orientation;
  • FIGS. 5-8 are see-through isometric, side, top, and front views, respectively of the first embodiment with the nacelles in a 90° rotated back or vertical orientation;
  • FIG. 9 is an enlarged isometric view of the vehicle cabin of the first embodiment.
  • FIG. 10 is an enlarged isometric view of a rear propeller mounted for orbital movement on the tail structure of the first embodiment
  • FIGS. 11-13 are a Flight Envelope, Rate of Climb, and Rate of Climb—Engine out charts for the first embodiment
  • FIG. 14 is a side view illustrating stages of vehicle operation of the first embodiment
  • FIGS. 15-17 are side, top, and front plan views respectively of the second embodiment the vehicle.
  • FIG. 18 is an enlarged side view of the vehicle cabin and nacelles of the second embodiment.
  • FIGS. 19 and 20 are Flight Envelope and Rate of Climb charts for the second embodiment of the vehicle.
  • FIG. 1 shown there are two related embodiments of the present disclosure in the form of a first hybrid vehicle A denoted with reference number 100 and a second hybrid vehicle B, which is a larger version of the former, denoted with reference number 200 .
  • these hybrid vehicles embody characteristics of both an airplane and a blimp, these vehicles will be referred to throughout this description as a “Plimp.”
  • Plimp a version of the Plimp
  • additional versions for a variety of applications can be developed using the disclosed features or additional features known to those skilled in the art. Where applicable, parts and components common to both embodiments will be described with the same reference number.
  • the Plimp 100 has a first lift device in the form of an envelope 102 and a second lift device in the form of first and second (left and right) wings 104 , 106 that extend laterally from a fuselage 108 attached to the envelope 102 .
  • Projecting aft of the fuselage 108 is a single tail boom 110 having at an aftward end 112 a horizontal stabilizer 114 .
  • the horizontal stabilizer 114 has free ends 116 with a vertical stabilizers 118 , 120 projecting upward from the respective free end 116 .
  • Propulsion is provided by a pair of propellers 122 mounted to respective electric motors 124 in nacelles 126 on each of the wings 104 , 106 .
  • Directional control is provided in part by an orbital tail rotor 128 mounted on the aftward end 112 of the tail boom 110 .
  • each wing 104 , 106 can rotate about its longitudinal axis so as to rotate the propellers from a horizontal thrust position to a vertical thrust position, as described in more detail below, which can provide additional directional control.
  • wheels 130 are utilized, which extend from the fuselage 108 .
  • the Plimp design is configured to provide a split between aerodynamic and aerostatic lift. Balancing these two types of lifts is important because too much aerostatic lift will make the vehicle unmanageable at low or zero airspeeds, such as when the vehicle is on the ground in high winds. In contrast, too little aerostatic lift forces the use of oversized engines for vertical takeoff or landing (VTOL) operations.
  • VTOL vertical takeoff or landing
  • Another factor in the design of the Plimp is the fact that the envelopes of most blimps are not strong enough to take wing loads without heavy internal reinforcements or a carry-through box. With non-circular envelope cross-sectional configurations, it is not possible to connect wings to the envelope without providing internal structure or providing a segmented envelope, all of which increase weight.
  • FIGS. 2-4 show a see-through view of the Plimp 100 from a side, top, and front view in which the motor nacelles 126 are in a horizontal forward-facing orientation.
  • the tail boom 110 is supported with support struts 132 attached to the structural support 134 of the envelope 102 .
  • Formed within the envelope 102 are fore and aft ballonets 136 , 138 , respectively.
  • These ballonets 136 , 138 are well-known structures used in airship design to provide ballast. Ideally, these are air-filled envelopes or bags located inside the main hull of the envelope 102 .
  • the ballonets are inflated with air to make the Plimp descent and are deflated with air to make the Plimp ascend, or to assist in ascent in combination with forward movement of the wings 104 , 106 and any upward vector of thrust provided by the propulsion system, in this case the propellered motors in the nacelles 126 .
  • the ballonets 136 , 138 are used to control the trim (horizontal leveling) of the Plimp 100 .
  • the wings 104 , 106 have a forward sweep.
  • the use of forward swept wings 104 , 106 causes the propellers 122 to be high above the ground when in vertical flight position. This is done for safety and also to position the propellers nearer to the vertical centerline of the hull or envelope 102 to reduce the aerodynamic interference as the air is pulled around the hull and into the propellers.
  • differential rotation of the wings 104 , 106 enables the pilot to easily turn the vehicle by angling one wing down-forward and the other down-backward, which will make the vehicle spin about a vertical axis.
  • the motors used for propulsion could be adapted from existing electric motors having an 8-inch diameter, 12-inch length, 25-kilogram (55 pounds) plus controller for 30 pounds, and a 140 kilowatt (187 BHP) for five minutes yields 3.4 horsepower per pound where the controller adds 55% of the weight.
  • Battery power provided for the motors would ideally come from lithium ion batteries having an energy density of 0.2 kw-h/kg.
  • the forecast for battery development within the next five years indicates a potential of 1 kw-h/kg as possible energy source.
  • the battery volume is approximately 0.5 kw-h/liter, which amounts to 500 kw-h/m 3 .
  • ducted fans could be used, as they are on blimps and radio-controlled models, they are rarely used on real aircraft because they are less efficient during cruise due to drag of the duct, reduction of flow constraint benefit, and lower desired thrust level. In addition, height clearances must be maintained between blade tips and the duct. There are also weight, drag, and maintenance issues of the duct itself plus attachments, as well as requirements for additional design, analysis and testing in order to use such ducted fans. When drag and weight considerations are factored in, the advantage of a ducted fan dissipates or disappears around 50 knots when drag and weight are considered up to 100 knots of airspeed.
  • the actual size of the battery for the Plimps 100 , 300 will depend upon mission assumptions and drag calculations.
  • the hull and ballonet material are assumed to be CT35HB Aramid composite material that has low gas permeability, excellent low temperature performance, and excellent pressure retention. Using this material, the hull envelope weight would be approximately 0.0326 pounds per ft 2 . Factoring in catenary and miscellaneous weights would add about 10% to the envelope weight. Table A below provides specifications for lift and weight.
  • Avionics and flight control will meet all FAA requirements for communication and navigation equipment. Ideally, autonomous flight and navigation capabilities will be provided.
  • the weight of the required hardware for the avionics is in the range of 40-66 pounds, which is roughly three times that of a typical two-seat general aviation aircraft. Flight control must be fully actuated to enable unmanned flight, and there will be approximately 135 pounds of electrical servo system using its own battery power for unmanned flight.
  • Range calculations assume that maximum thrust for takeoff will be used for about two minutes and landing for approximately 1 ⁇ 2 minute. Thirty-three percent of thrust is assumed for loiter. While aircraft require a 20-minute loiter, the Plimp 100 will have about 5 minutes loiter since landing is done vertically. At 85-knot cruise at 5,000 feet, 75% thrust would be needed. Four hundred pounds of batteries will provide approximately 13 minutes of cruise time, which equals a range of about 25 nautical miles. If the gross weight of the Plimp is 3,050 pounds, this allows adding additional 600 pounds of batteries, giving about 23 minutes of cruise at 45 nautical miles per hour.
  • FIGS. 5-8 illustrate the Plimp 100 in the VTOL configuration in which both the wings 104 , 106 and attached nacelles 126 with motors 124 and propellers 128 have been rotated upward 90 degrees so that the thrust from the propellers 122 is vertical.
  • the wings 104 , 106 can be rotated to various orientations, either together or independently to vector the thrust in desired directions for both horizontal and vertical movement as well as yaw, i.e., movement around a vertical axis.
  • the wings rotate in a range of at least 90 degrees to and including 180 degrees about a longitudinal axis of the wing, which is lateral to a longitudinal axis of the envelope. In some configurations the wing can rotate beyond 180 degrees, to and including 270 degrees, and beyond 270 degrees.
  • FIG. 9 illustrates the fuselage 108 in a tandem two-seat passenger configuration, similar to a gondola used on existing blimps.
  • the wings 104 , 106 are attached to the fuselage instead of to the envelope.
  • stresses are borne by the fuselage instead of the envelope.
  • a control column 142 is positioned forward of the pair of seats 140 , and can be configured to be slid to the left or right to provide for pilot seating on either side of the Plimp 100 .
  • FIG. 10 Shown in FIG. 10 is a close-up view of the orbital tail rotor 128 that is mounted to rotate about a horizontal axis as well as pivot about a transverse axis to aid in controlling directional movement of the Plimp 100 .
  • conventional airplane control surfaces such as ailerons, rudders, and elevators can be used during flight in which the wings 104 , 106 are generating lift, in slow or stationary flight
  • the tail rotor 128 provides the ability to maneuver the Plimp 100 about all three axes of control (pitch, roll, and yaw). It is to be understood that a ducted-fan design for the tail rotor may also be used in certain designs.
  • FIG. 14 represented therein is an anticipated flight path for takeoff only for the Plimp 100 .
  • the Plimp 100 rises to approximately 50 feet, at which point or during the ascent, the angle of pitch would increase to 30 degrees using the tail rotor 128 to provide an approximate 30-degree climb angle.
  • Forward movement is then commenced by rotating the propellers forward as the Plimp 100 continues to climb from 50 feet through 400 feet and moving forward from the takeoff point to 700 feet and farther. It is to be understood that the vehicle can achieve a climb angle of up to 45 degrees or greater, depending upon the configuration.
  • FIGS. 15-18 illustrate the second embodiment of the present disclosure in which the Plimp 200 is designed to carry up to 12 passengers or 10-12 cargo boxes (3.3-foot sq.) for a total payload of 2,400 pounds.
  • the Plimp 200 has a larger envelope 202 , which includes the fore ballonet 204 and the aft ballonet 206 .
  • the plimp 200 will have a length in the range of 100 feet to 200 feet, and more preferably about 150 feet long.
  • An enlarged fuselage 208 is attached to the envelope 202 and has the tail boom 210 extending therefrom as well as left and right wings 212 , 214 , respectively.
  • each wing At the end of each wing is a propeller 216 driven by an electric motor 218 housed in a nacelle 220 .
  • Struts 222 support the tail boom 210 on the envelope 202 and provide support for the horizontal stabilizer 224 , the vertical stabilizers 226 , and the tail rotor 228 .
  • Larger wheels 230 extend from the enlarged fuselage 208 , as shown more clearly in FIG. 18 .
  • the fuselage 208 is enlarged to carry up to 12 people in side-by-side arrangement, i.e., in six rows of two seats each.
  • a removable battery pack can be stored under the fuselage 208 to provide power for the control, navigation, and propulsion systems.
  • FIG. 18 also shows in greater detail the orientation of the nacelles 220 from a forward horizontal position rotated upward 90 degrees to a vertical orientation.
  • the nacelles 220 with motors 218 and propellers 216 rotate in combination with the wings 212 , 214 to which they are attached.
  • the wings can be rotated together or independently to enable a variety of control configurations for the Plimp 200 .
  • FIGS. 19 and 20 show the flight envelope and rate of climb, respectively, for the Plimp 200 .
  • the Plimps 100 , 200 are plane-blimp hybrids designed for small cargo delivery and local passenger transportation. Electric-powered dynamic lift non-rigid air shift is provided that obtains a non-trivial portion of its lift from aerodynamics as well as from aerostatic lift from the envelope. Inasmuch as the vehicle is intended to operate from small sites, VTOL capability at the maximum weight must be provided.
  • Computerized, automated flight control systems can be provided to include landing terminal guidance, especially in windy conditions. However, it is expected that unmanned flights, especially for cargo applications, can be utilized with control being provided by radio communications from ground locations, either directly or through satellite relays. Onboard control systems utilizing preprogrammed flight paths can also be incorporated into the control system.
  • the Plimp 100 will have vertical takeoff or landing capability, with zero airspeed controllability as well as rolling STOL (short takeoff or landing) capability using the wheels.
  • the preferred length of the Plimp 100 is 50 feet, although design constraints and functional considerations may require it to be in the range of 50 feet to 90 feet.
  • Plimp 100 will have an unmanned payload of approximately 500 pounds or an alternate payload of two people plus baggage. Electric power is provided for the propulsion motors either via a battery or fuel cell, or other means known to those skilled in the art. With a projected top speed of 90 miles per hour and a range of 200 miles, the vehicle can provide both cargo and passenger delivery as well as sightseeing and other commercial activities.
  • the Plimps 100 , 200 are designed to be tethered to a mooring station, tied down using conventional tie-down apparatus, or parked in a hanger.
  • mooring would be accomplished via an electromagnetic anchoring system, which enables the plimp to be disengaged with minimal, if any, ground crew assistance.
  • the pilot or ground controller would be able to remotely disengage the plimp via an RF or hard wired connection to the electromagnetic anchoring system.
  • Powered electromagnets would be located in the fuselage or the wings or both and configured to interact with the mooring station, either at a single location or multiple locations on the ground about the plimp.
  • the present disclosure provides a hybrid aircraft that utilizes both aerostatic buoyancy generated by a gas in combination with lift generated by an airfoil (e.g., one or more fixed wings or rotary wings) moving through the air along with thrust generation devices on each wing, for example, propellers, fans, jets, and the like.
  • an airfoil e.g., one or more fixed wings or rotary wings
  • thrust generation devices on each wing, for example, propellers, fans, jets, and the like.
  • the vehicle includes a first lift device capable of providing aerostatic buoyancy; a second lift device capable of providing dynamic lift through movement in the air; and a system structured to generate thrust coupled to the second lift device, the second lift device and the thrust generation system is capable of rotating together about an axis that is lateral to a longitudinal axis of the vehicle at angles at least in the range of 90 degrees to and including 180 degrees.
  • An orbital tail rotor provides for directional control and stability.
  • the various embodiments described above can be combined to provide further embodiments.
  • the size of the vehicle can be enlarged or reduced to meet operational specifications of particular applications of the technology disclosed herein.
  • the vehicle can be adapted for use on water, snow and ice, and on vehicles, such as a flat-bed trailer, a ship, and the like.
US14/898,708 2013-06-27 2014-06-26 Hybrid VTOL vehicle Active 2034-07-03 US9856007B2 (en)

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US14/898,708 US9856007B2 (en) 2013-06-27 2014-06-26 Hybrid VTOL vehicle
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EP (1) EP3013680B1 (pt)
JP (2) JP6426165B2 (pt)
KR (1) KR20160024363A (pt)
CN (2) CN105358428B (pt)
AU (1) AU2014302220B2 (pt)
BR (1) BR112015032313B1 (pt)
ES (1) ES2955358T3 (pt)
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JP2019048632A (ja) 2019-03-28
CN109515674A (zh) 2019-03-26
US20180079479A1 (en) 2018-03-22
CN109515674B (zh) 2022-04-12
BR112015032313A2 (pt) 2017-07-25
WO2014210393A1 (en) 2014-12-31
CN105358428A (zh) 2016-02-24
ES2955358T3 (es) 2023-11-30
EP3013680B1 (en) 2023-05-03
JP2016526508A (ja) 2016-09-05
EP3013680A4 (en) 2017-01-18
AU2014302220B2 (en) 2018-02-15
KR20160024363A (ko) 2016-03-04
US20160137281A1 (en) 2016-05-19
AU2014302220A1 (en) 2016-01-21
US10894591B2 (en) 2021-01-19

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